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optimism.
David McMillan
President of the Provisional Council
8
Foreword by the Director General
The beginning of 2005 saw the European air traffic
management system in general and EUROCONTROL
in particular facing a number of major
challenges.
Traffic growth had taken off in 2004 but delays had
been kept low. With airlines facing ongoing economic
constraints, the challenge was to maintain and
even improve on that record in 2005, while ensuring
that the European air traffic management system
remained efficient, cost-effective and safe.
The Strategic Safety Action Plan was halfway
through its implementation, and the focus was on
ensuring that it would be completed on time and that
a successor programme could be put in place.
Extensive work had been done to support the
European Commission in implementing the Single
European Sky, but more work was needed to support
application of their principles in non-EU
Member States.
Finally, the key challenge that lay before all of us
involved in aviation was to find a way to work even
more closely together to identify the air traffic management
system of the future and to move towards
defining and deploying that system.
By most measures, 2005 was an important year.
With 700 million passengers taking more than 9.2
million flights – an increase of nearly 4% over 2004
– 2005 was Europe’s busiest year. In spite of the
growth, average air traffic flow management
(ATFM) delay was minimal – on average, just 1.9
minutes per flight. 2.4 minutes per flight had been
forecast for the year, so the final outcome was better
than might have been anticipated.
The Central Flow Management Unit, the CFMU,
played an important role in containing ATFM
delays through collaborative decision-making and
strategic air traffic capacity and flow management.
This process fed directly into the DMEAN
(Dynamic Management of the European ATM
Network) Framework Programme which unites
efforts made in the CFMU and various other ATM
domains in order to make available much-needed
capacity in the short and medium terms.
The performance of the system was reflected in
the excellent results of the Maastricht Upper Area
Control Centre: in the summer of 2005, the Centre
handled 7.2% more traffic than in the same period
in 2004, with 80% less delay.
While the number of flights continued to increase,
costs for their part continued to fall. Between 2003
and 2006, unit costs for route charges fell by 13% –
a substantial contribution to the economic recovery
of the airlines. The Central Route Charges Office, the
CRCO, contributed to this success by achieving the
best recovery rates ever – well above 99% for 2005.
Increased efficiencies enabled the CRCO to bring
the cost of billing to a record minimum. The administrative
cost ratio in 2005 for the billing of route
charges for more than 9 million flights was less than
0.3%. The EUROCONTROL Agency as a whole also
demonstrated its commitment to efficiency by
becoming the first European intergovernmental
organisation to be recognised for excellence by the
European Foundation for Quality Management.
Improvements in capacity and cost-efficiency were
not the only challenging issues in 2005 – safety as
always was the main priority. During the year, work
continued to implement the Strategic Safety Action
Plan (SSAP), the outcome of the High-Level
European ATM Safety Action Group, set up after the
9
Überlingen collision. By the end of the year, the
SSAP had been completed, and its successor programme,
the European Safety Programme (ESP)
was launched. As a result of the work done together
with stakeholders, safety programmes across
Europe were strengthened and safety enhanced in
terms of both accident and incident rates.
Particularly gratifying results were achieved in the
area of runway safety, for instance, with wide implementation
of the Runway Safety Action Plan in
Europe and a tangible decrease in serious incidents.
The transposition of ESARRs, EUROCONTROL
Safety Regulatory Requirements, into EC legislation
was also advanced.
As a result of the major improvement in performance,
it was clear by the end of 2005 that Europe
was in a much better position to sustain growth than
it had been only a few years before. However, questions
still remained about how to maintain the levels
of performance in the longer term. On current projections,
we have reason to believe that the current
air traffic control system in Europe will probably not
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EUROCONTROL Annual Report 2005(3)
